Driving Techniques

8/3/2019 Driving Techniques

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Driving Techniques

Introduction

It is very easy to get caught up in the showmanship and prestige of expensiveparts for your car, but the best investment you'll ever make in road racing is thetime you spend tuning your driving skills.

In this section, our goal is to introduce you to many of the basic driving techniques used in race

car driving. There are numerous details to be conscious of while racing on a track, and it will be

difficult and overwhelming to remember them all the first few times out. Focus on one or two

techniques each time you go out on the track. As each technique becomes second-nature, you

can work on a new one. After you have studied each of the techniques, how best to go about

practicing them is covered in the next tab section Practice Sessions.

No matter how much country- or mountain-road hot rodding you may have done, or how good a

driver you think you are, driving on a race track is an entirely new level of driving that requires

very specific skills if you want to be good at it. Good drivers, like all good athletes, have a

natural skill, and yet are also smart and/or humble enough to know that there are known

techniques they must practice if they are to be proficient. Even if you have natural talent, don't

make the mistake of thinking all you need is a better car to improve your performance. Yourdriving skills can always be improved. Even the Gordon's, Andretti's, and Schumacher's of the

pro-driving world continually analyse their driving so they can improve.

Many of the race driving techniques explained here can be practiced on the street, others simply

cannot be. Where appropriate (meaning safe and useful), we will point out how to practice these

skills during everyday street driving. As with any skill, "knowing" what to do is not the same as

"doing" it. Practice, practice, practice. Time in the car, on the track, repetitively performing

these techniques is the only thing that will make you good at using them. Often you'll find

yourself thinking you're doing something right, only to recognize several months later, that you

could do it even better.

Because there are so many things to rememeber and practice, be sure to read these sections

often--you will forget a lot of its content.

Seating Position

One of the first things to prepare before you even turn the key, is a proper seatingposition. This is often overlooked, or improperly immitated, resulting in poorer carcontrol and premature fatigue.

If you look at a variety of race cars, you will see a variety of seating positions. In the open-

wheel CART and Formula cars, it appears that the driver is almost laying down with arms fully

oustretched (they are not). In a full-bodied NASCAR-type car, you see the driver more erect and

almost cramped against the steering wheel. Neither position is the correct one for your street carin road racing.

The body of the open-wheel car is very shallow in height, and the cockpit is very narrow. This

shape determines much of the driver's position. The driver's legs are relatively straight out with

a slight bend in the knee, and the feet just barely below the hips. The pedals in many of these

cars are almost touching each other. The pedals also require little more than a flexing of the

ankle to go from 0-100% depression. The driver's arms have little room for movement, but the

steering requires extremely little turning input by the driver. In the open-wheel car, function

(driver's seating position and controls operation) follows form (the shallow and narrow cockpit).

In a NASCAR type car, many things are completely opposite. The driver sits very erect, and is

very close to the steering wheel. In fact, the driver can almost lay his whole forearm on the

steering wheel. Why the big difference? The cars themselves are larger, heavier, and have largefront tires. Additionally, on even the large speedway tri-ovals, the percentage of time spent

turning is much higher than on a road course. All this adds up, and means the driver's right arm

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Driving Techniques

and shoulder is going to get tired much sooner. Sitting erect and close to the steering wheel

allows the driver to utilize more of the shoulder and back muscles.

In driving a street car on a road course, whether the car is stock or fully race-prepared, neither

of the above described seating positions is correct. The seat should not be "layed down" to make

you look like a formula driver, and neither should sit as close as the NASCAR driver.

There are three main aspects to setting the correct seating position. Each of these is described

under the illustrations to the right. In a street car, it is possible that some balanced compromise

of these three parameters is needed as the fixed position of the pedals and steering wheel may

not be perfectly matched to your arm and leg lengths. In a race car, or a street car you spend

the money on, the pedal arms can be modified, and a steering wheel with a specific dish

dimension (the depth of the mounting plane to the face of the handling ring) can be selected to

allow a perfect match to your needs.

First, sitting in the seat itself, the driver's back should be flat against the back of the

seat with the buttocks squarley tucked into the corner created at the intersection of

the seat back and bottom. The underside of the legs should be in contact with the seatbottom. The purpose of this position is to provide as much surface contact between the

driver's body and the seat. This has safety benefits as well as providing the driver with

the most tactile feedback as possible.

Second is the arm position. When the

driver is tightly strapped into the seat as described above, the arms when fully

extended should allow the wrists to rest at the top of the steering wheel. This allows

the arms to be slightly bent at the elbow when fully extended for a turn. The

purpose of this position is to prevent the arms from being overextended during turns

(the shoulders should not need to lift from the seat back even to do a full arm

crossover). Overextending the arms will cause them to tire quickly, and will cause

the driver to lose sensitivity to the vibrations in the steering wheel.

Third is the leg position. When any of the pedals are fully depressed with the ball of

the foot on the pedal (not the toes), the leg should still be bent at the knee. This is

to prevent overextension as described for the arms. Additionally, given that most

hobbists are driving their street cars, be sure that the knees are not against the

underdash or steering column. In fact, there should be several inches room to

prevent injury in event of a collision. The right leg in particular will need enough

knee room to allow the ball of the foot to be on the brake pedal, and the heel to be

on the gas pedal for heel-toe downshifting.

Steering

The steering wheel is where you will get most of your feedback of the track surfacefrom the front tires, suspension, and brakes. As simple as steering may seem to be,for maximum control and smoothness, there are definately some techniques youshould be aware of.

Your hands will spend a great deal of time on the steering wheel, so for both sensory input and

comfort, how the steering wheel feels in your hand is important. Depending on the size of your

hand, you may want a wheel that is thicker or thinner. The exact style, size, and construction is

up to you. If you're thinking of changing from the stock steering wheel, choose one that is

comfortable gripping the wheel with your driving gloves on.



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Steering Wheel Grip

The proper grip of the steering wheel starts with the hands at the 9:00 and 3:00 positions.

Contrary to the 10 and 2 o'clock positions you probably learned in driver's school, you have

greater range of motion and control with your hands in the 9 and 3 o'clock positions. The palms

should be cupping the outer diameter of the wheel, with the thumbs wrapped around the ring

and resting on top of the cross brace. The heel of the palm should be positioned to apply a slightpressure on the front of the wheel for stabilizing your arm movements--don't make your thumbs

do all the stabilizing. Most stock steering wheels in sports cars, and even sedans, today are

properly designed for the 9 and 3 positions with padded thumb detents.

The grip itself should be relaxed--just tight enough to maintain control and good contact for

sensory input. A tight grip on the wheel will tire your hands and arms quickly, and more

importantly will significantly reduce the sensitivity to the vibrations needed to sense the control

limits of the vehicle.

While it is a natural tendency to grip the wheel tightly while corning, no amount of squeezing on

that wheel will increase the traction of your tires! However, the more relaxed the grip (without

losing contact with the wheel), the more of that traction you will be aware of. It is a learned

response to relax your hands (in fact, your entire body) during high g-force cornering, but it is

something that you must force yourself to learn as quickly as possible. It will increase your

sensitivity to the car's traction limits, and improve your awareness of the car's handling.

Something to practice to ensure your hands, arms and shoulders are relaxed before entering a

corner, is to take a deep breath during the straight beforehand. Breath deep, relax your

muscles, and exhale. Another thing to do when you're in a long enough straight and clear of

other cars, is to relax one hand at a time and wiggle the fingers (leaving the palm and thumb on

the wheel). Doing this often will keep the muscles in the hand, wrist, and forearm from

cramping.

Steering Wheel Control

When turning a corner, lead into the turn by "pushing" the wheel with the hand opposite the turn

(left hand for a right turn), and stabilizing the wheel with the other hand. Push the steering

wheel through the 12:00 position rather than pulling it towards the 6:00 position when turning.

For large steering inputs like a turn, the pushing arm has more control because the wrist stays in

a firm position. The opposite wrist becomes quite bent and will not provide smooth control.

"Pulling" the wheel is effective for small steering inputs such as moving across the track width

where the action is really limited to a movement of the wrist, and not the whole arm. If you're a

puller right now, it will take a little re-training to make this comfortable, but in the long run it

will make you a smoother driver.

One of the critical keys to maximizing speed through corners is smooth car control which comes

from smooth steering. If the car is to travel on a smooth consistent arc, then the steering input

must also be a smooth consistent turn. The purpose of this smoothness is to maximize thetraction of the tires. To understand this, take a sheet of paper, place it on a table, and place a

book on the paper. Pull the paper slowly across the table gradually increasing the speed. The

book stays on the paper. Now, start to drag the paper again, but at some point suddenly jerk

the paper. The book loses traction and slides across the paper. We'll talk more about the tire's

perspective of this later, but for now the motion of dragging the paper is like your steering input.

The traction of the tire is significantly influenced by your ability to provide smooth turning.

Sudden jerks in the wheel will be like sudden jerks on the paper, and the tire will slide. The

smoother driver will have more traction, and will have higher corner speeds.

It is common to think you are turning smoothly, when in fact you are turning on a smaller,

tighter, and jerkier radius than you need to. In car video can be a great help to wtaching

yourself, and recognizing where you need to be smoother. A typical tip off to a driver that needs

to be smoother is when a car tends to understeer during the first half of a turn. More often thannot this is caused by the driver's lack of steering smoothness than by car setup problems.



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The proper hand positions are 3:00 and 9:00 with the thumbs wrapped around the ring

resting on the crossbrace, the palms cupping the outer diameter of the ring, and the

heels of the palm applying a light pressure to the front of the wheel. The grip should be

relaxed--just tight enough for control and good sensory input.

Most corners can be driven through without moving the hands from the 3 and 9 positions

in a sports car. This allows your arms a little more than 180 degrees of wheel turn. Note

in this photo that the thumb of the right hand is kept under the crossbrace of the

wheel. This provides extra stability.

If a corner requires a little more steering input than 180 degress, the following technique provides the most control. This should

get the car through even slow, tight, 90 degree turns. Let's look at a right turn for the

example.

Just before the turn-in point, relax the grip on the right hand and slide it along the

wheel to the 11:00 position (don't take your hand off the wheel). This places both hands

close together at the start of the turn.

Keep both hands close together, and progress

through the turn. This hand position allows

about 260 degrees of steering wheel

movement placing the right hand about 6:00.

When unwinding from this position, leave both hands tight on the wheel until the

right hand reaches 9:00. Relax the right hand grip slightly, finish leading the

unwind with the left hand, and allow the wheel to slide through the right hand.

For hairpins, or switch-back corners, you will likely need to use a hand over handaction. Some drivers like to start a large steering input like this by placing the

leading hand at the 6:00 position, and turning a full 360 degrees before involving the other hand. This seems to simply the action,

but it has the drawback of having only one hand on the wheel for quite a while. The control is not likely to be as smooth, the

sensory input is halved, and in a racing situation in traffic, the ability to maintain control if bumped is reduced. Smaller, repetiive

hand moves in a hand over hand situation is better.

Shifting



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You may think shifting is a no-brainer function, but in a sport where the differenceof winning may be 1/100th of a second, every detail counts. This discussion is topoint out how to use the shifter, and we're assuming the use of a typical H-boxshifter in a street car for this.

Many people fall into two bad habits on the street when shifting. First, "Hollywood" has taught

everyone that it looks cool to always leave your right hand on the shift knob. Wrong! You may as

well tie your hand behind your back as leave it on the shift knob. Your hand belongs on the

steering wheel--always. When you need to shift--shift, and get your hand back on the wheel.

Don't even rest it on the shifter for a few seconds a head of time to "get ready." Every time your

hand leaves the steering wheel you've given up 50% of the tactile feedback you have from your

hands, and 50% of your capability to control the car. If you're racing with other cars around you,

you never know when you may get tapped. Even when racing alone, mechanical failure may

cause handling trouble. You'll want both hands on the wheel when that happens.

The second bad habit some people have is shifting with excessive force. Too tight a grip, and

slamming from one gear to another will actually slow your shifting down, and cause excessive

mechanical wear. Proper shifting uses an open palm grip on the top of the shift knob, and a

gentle but fast guide from one gear to another. We repeat---all shifting is properly done with thehand open and cupped over the top of the knob, not wrapped around it like a fighter plane

control stick.

To shift from the top of the H to the bottom, start by forming a cup with your palm and fingers.

Place the palm of the hand over the top of the shift knob. Using the underside of your fingers

and your palm against the knob, use a smooth straight-line motion to guide the lever to the next

gear. Assuming the shift lever has a fairly short travel, the action involves your wrist for the

majority of the movement. Do not attempt to slam it or force it faster than it wants to go. If you

are locking your wrist and moving your whole arm at the shoulder, you are using too much

force.

To shift from the bottom of the H to the top, again start by forming a cup with your palm and

fingers. This time when you place the hand over the shift knob, the emphasis of contact is on theheel of the palm. Start with the wrist slightly bent up. Push the lever using the palm heel in a

straight line using your wrist to extend the position of the palm heel while following through with

a gentle push of the arm. This shift is more arm motion than wrist.

When shifting across the H such as between 2nd and 3rd gears, do not try to make a conscious

jog in your hand movements. The linkage needs very little input to make the diagonal path

across neutral. Your shift should almost look like a straight diagonal line. Making a distinctive zig

zag through neutral is strong-arming the shifter and will slow the shift down.

Using smooth, soft control of the lever does not imply doing it slowly. A gentle force of the lever

will allow the shift linkage to move freely through its natural motions. If you strong-arm the

motion you will end up forcing the linkage through lines that have more resistance. This will slow

the shifting down. Use as much wrist movement as possible in place of moving the whole arm.

Some of you may be tempted to learn the techniques of "speed shifting"--shifting without using

the clutch--in the interest of saving time. Many schools and professional racers have shown over

and over that there is no speed or lap time advantage to this, and it carries a much higher risk

of gear box damage.



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Shifting from the top of the box to the bottom, form an open cup

with your hand, and place over the shift knob with the inside of your

fingers and the palm of your hand making contact. Guide the lever

quickly, but without strong-arming it. Push it, but don't slam it. The

movement is primarily from the wrist. If you're locking your wrist

around the shifter like a fighter-plane control stick, you will actuallybe slowing your shift down.

Shifting from the bottom of the box to the top, cup your hand

over the shift knob, and using the heel of the palm, push the lever

into the next position. This shift involves more arm motion than

does a top to bottom shift, but again--no choke holds or body

slams--the shifter is a precision machine, not a wrestling

opponent.

Pedals

This section covers a few basics about the use, and the design and layout of the

foot pedals, and prepares for the discussion of the heel-toe downshift.

How many pedals are there? Did you guess four? In a manual transmission car there should be

four pedals:

Accelerator (gas)

Brake

Clutch

Rest (or "dead" pedal)

The rest pedal is a permanently positioned pedal pad at the far left to rest the left foot on. It

provides a place to stabilize the leg when not using the clutch. In a street car without a racing

seat or racing seat belts, the rest pedal is effective for bracing yourself around corners, but ifyou have a proper seat and belts, don't get into the habit of pushing hard against the rest

pedal--relax and let the seat and belts do their job.

The first thing to get straight about using the pedals is that they are operated with the ball of

the foot (the bony part just behind the toes), and not the toes. Secondly, you must be able to

depress the pedals all the way with the ball of the foot while still having some bend in the knee.

You cannot have the needed control and sensitivity in operating the pedals if the leg is

completely outstretched. (See the Seating Position article for more positioning details).

Every pedal must be used smoothly. Stabbing at the accelerator or brake pedal in particular will

cause sudden shifts in weight distribution on the car's suspension and will unsettle the car. Do

this at the wrong time, and a loss of control is inevitable.



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When applying either the brake or gas pedals, ease into it allowing a smooth transition to the full

pressure needed. "Easing" does not necessarily imply being overly slow about it. A rapid but

smooth and controlled transition is what is wanted. Avoid sudden jerky movements in either

braking or accelerating.

One of the pedal control techniques used in racing is the heel-toe downshift. To maximize the

speed and smoothness through a corner, it becomes necessary to do some cockpit acrobaticsand operate the steering wheel, shifter, clutch, brake, and accelerator all at the same time. The

problem is that there is five functions to perform and only four limbs to do it with. Something

has to do double duty, and it turns out to be the right foot.

Refer to the Heel-Toe Downshiftarticle for details of the technique itself, but the short of it is

that prior to the entry of a corner, the right foot will need to operate the brake pedal and the

accelerator at the same time.

Chances are the pedals in your street car are not going to allow you to properly do the heel-toe

down shift as it will be too difficult to operate the brake and gas pedals at the same time, and

you will need to have the pedals changed. After-market pedal kits are used to replace the stock

rubber covers on the pedals. The clutch and brake pedals will be bigger to give you more

sensory feedback. The gas pedal will be larger, but will also have an extension on the lower leftcorner allowing it to be more easily reached during the downshift. Some after market pedals

intended for the fashion conscious will have simple bend tabs to hold them in place over the

stock pedal pad. This has no place in a car used for racing. Be sure to get quality pedals

designed to be bolted onto the steel pedal plate in place of the rubber pads.

Also, you may need to use shims to raise either the brake pedal or gas pedal to allow

comfortable reach when operating both pedals. The brake and gas pedals should be close to the

same height at the time you need to operate both simultaneously. When the brake pedal is fully

depressed, it's height should be roughly equal to the height of the gas pedal when it is not

pressed. This allows for more comfortable and controllable heel-toe maneuvers.

These after-market pedals are typical of those needed on a manual transmission car to

perform the heel-toe downshift. Note the extension on the gas pedal's left side. This

makes it easier for the heel to reach the pedal while the ball of the foot operates the

brake pedal. Note the mounting holes so they can be bolted to the car's pedal plates

Heel-toe Downshift

The heel-toe downshift is a fundamental technique to driving fast through corners.During a heel-toe downshift, you'll be steering with the left hand, shifting with the

right hand, clutching with the left foot, and working both the brake and gas pedalswith the right foot -- all at exactly the same time.

It takes some getting used to, and it takes repetitive practice to become smooth, and have it be

second nature. At first it takes a lot of concentration. You're doing a lot of things at the same

time. Besides working on all the controls, you also need to be sensitive to the tire grip during

braking, you have to be watching your reference points heading into a corner, and to make

matters worse, if you're racing, you might have to be looking for traffic. However, after a couple

of weekends of practice, you'll get the hang of it, and in no time you'll be able forget about your

hands and feet, and concentrate on the track.

On the street when you approach a corner, you were probably taught to complete your braking

before the corner, coast through the turn, then as you straighten out from the turn downshift,and start accelerating again. This works on the street, but it is entirely too slow a process for the

race track.



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For racing, the time spent transitioning from braking to accelerating must be absolutely

minimized. You're racing! You don't want to be wasting a bunch of time coasting while you're

switching between pedals (even if it is only 1/2 of a second). To maximize the speed and

smoothness through a corner, it becomes necessary to do some cockpit acrobatics and operate

the steering wheel, shifter, clutch, brake, and accelerator all at the same time.

On the race track, as you approach a corner, your right foot comes off the gas pedal and pressesthe brake with the ball of the foot. Before the braking is done, you need to shift gears so when

the braking is done you can immediately be back on the gas. When the braking is almost done,

your left foot pushes the clutch pedal in, and your right hand downshifts. However, while you've

been slowing down, the engine speed has dropped. If you let the clutch out now, the car will jerk

severely as the engine works like a huge brake. If you're at the edge of traction limits (which

you should be), you'll lose control of the car. To prevent this, something needs to rev the engine

back up to the right speed before the clutch is released. The right foot is closest, so it is elected

to tap the gas pedal. Even though the right foot is busy braking, you swing your right heel over

the gas pedal and give it a short push (a "blip" as it is called) to rev the engine while the left foot

also lets out the clutch (the ball of the right foot is still on the brake). The amount of blip, and

the clutch release timing need to be perfected so there is a perfectly smooth transition when the

clutch engages the engine. Meanwhile, the heel is rotated back off the gas, the ball of the right

foot has still been braking, and has been easing off as the car approaches the turn-in point. Thedownshift should be completed before the braking is complete, and before the turn-in. As the

engine and transmission are engaged, the braking reduced, and the turn-in begun as the foot

makes a smooth transition back to the gas pedal. At first only enough gas is applied to sustain

the initial corner speed, and then you gradually accelerate out of the corner.

The above description is the "what" and the "why" all mixed together, so let's look at the just

the steps involved in the "what" part again:

Lift the right foot from the gas pedal and press the brake pedal

Just before the braking is done, the left foot depresses the clutch pedal

The right hand downshifts (the left is still on the steering wheel)

The right foot is still applying, but easing up on the brake pressure, then rotates so the

heel is above the corner of the gas pedal

The right heel gives a quick push of the gas pedal to rev the engine quickly (the ball of

the foot is still on the brake easing up even more)

The left foot releases the clutch, the right foot rotate off the gas The right foot completes the braking

The right foot slides over to the gas pedal to assume the normal position only to

maintain some pressure to sustain the vehicle speed through the first part of the corner.

Then accelerating out of the turn.

The whole sequence above from the second bullet to the last takes less about half a second. This

takes quite a bit of practice to get right. The whole idea is to transition between braking and

accelerating with absolutely no delay, and with perfect smoothness. Done correctly, there should

be no jerking of the car during the downshift and transition back to acceleration.

One other note about the above description. We have assumed the use of a street car, and a

street transmission with synchros. If you're using a true race transmission without synchros,

then you need to modify the above shifting with a double-clutch procedure. To do this, the clutch

is pressed in, the shifter moved to neutral, and the clutch released. Then the accelerator is

blipped, while the shifter is in neutral (again with the heel, while the ball of the foot continues to

brake), the clutch pressed back in, the shifter placed in the lower gear, and the clutch released.

This is required for maximum longevity of the transmission. If you expect to get in a race car

some day that is likely to have such a transmission, it's a good idea to practice this shfting

technique with your street car as well, even though it technically is not necessary.



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The downshift begins with a full throttle acceleration towards a corner.

Lift the right foot from the gas pedal and press the brake pedal.

Just before the braking is done, the left foot depresses the clutch pedal.

The right hand begins the downshift.

The right foot is still applying, but easing up on the brake pressure as the car

approaches the turn-in, then the foot rotates so the heel is above the corner of the gas

pedal.

As the shift passes through neutral, the right heel gives a quick push of the gas pedal to

rev the engine quickly (the ball of the foot is still on the brake easing up even more).

The left foot releases the clutch, the right foot rotates off the gas. Done correctly theRPMs generated by the throttle blip above matches the RPMs needed, and as the clutch

is released the engine engages smoothly with the current wheel speed. There should be

no forward or braking lurch when the clutch is let go.

The right foot completes the braking with a smooth release.

The right foot moves over to the gas pedal to assume the normal position at first

only to maintain the pressure needed to sustain the vehicle speed throught the first

part of the corner. Then pressure is gradually applied to accelerate out of the

turn.

Braking and Accelerating

One of the keys to good race driving is smoothness, and this most certainly appliesto the use of the brake and accelerator pedals.

Braking

On the street, braking and accelerating are done at relatively low levels compared to thevehicle's capability. The tire's traction limits are rarely maxed out. Sure, you can romp on the

gas and spin the tires at a light, or slam on the brakes and slide the car a little, but its very easy

to bring the car back under control.

In the rain, or especially the snow, you know you have to be much gentler and smoother with

the brakes and with the accelerator. If you lose control on a wet or snowy surface, it can be

much harder to regain control. There is much less traction to work with.

Braking and accelerating when racing on a road race course, even when dry, is treated

something like driving on a wet surface--gently and smoothly. Braking and accelerating are used

in conjunction with the corners--you brake going into them and accelerate coming out of them.

Because the objective is to have the car moving as fast as possible through the corner, the tires

will be utilizing most of the available traction (done right they should be using 100% of theavailable traction). The driver must be very smooth with the use of the brakes going into the



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corner and the accelerator coming out of the corner. A sharp change in braking or power at

these points will upset the car's traction balance just as quickly as if you were driving on ice.

Working within the last 1% of traction means there is no reserve to call upon to gain control of

the car back. Even the pros very rarely recover a car that has lost control. It's not because they

don't know how, it's because there's no traction left to work with. It is imperative to learn how to

be consistently smooth in braking and accelerating on a road course.

There are three phases in braking. First, braking begins with a rapid, but not instant, application

of as much braking force as possible. How rapid the brakes can be applied will depend on the the

suspension in the car. The stiffer the springs and shocks, the more rapidly maximum braking can

be applied. Soft springs will have significant forward roll which will require a little longer and

smoother ramp-up of braking to keep the car stable.

Second, once the car settles onto the front tires, you'll be trying to minimize the length of the

braking zone, so it will require taking the tires to the edge of locking up. You'll need to be very

aware of the vibrations in your foot from the pedal and in your hands from the steering wheel to

feel that small difference (therefore racing shoes are highly recommended. You just won't feel

much from the pedals in Air Jordans). The car will travel some distance using a fairly constant

brake pedal pressure.

The third phase is towards the end of the braking zone when the vehicle has been slowed to

near its final speed. Gradually release pressure off the pedal making the transition from full to

zero braking force as smooth as possible. During braking, the front tires are under heavy load

which increases the available traction. A sudden release of the brakes will abruptly reduce the

load and reduce the traction potential of the front tires which at this point is needed for turning

into the corner.

The turn-in is one of the points where the car will be the most sensitive to sudden weight

transfer transitions as though it were being driven on ice. Indecisive braking resulting in a last

second extra tap, or a sudden release of the brake pedal will unsettle the car's handling and

force the driver to slow down to gain control and hopefully avoid a spin.

As the braking zone completes, and you ease off the brake pedal, you will have to apply some

throttle to reach a steady state of neither acceleration or deceleration. Depending on the shape

of the turn, the steady throttle zone will vary, but with a typical late-apex corner, it will be from

the turn-in to just before the apex.

Accelerating

From this point to the turn's exit point, the use of the accelerator must be equally smooth for the

same reasons they were for braking. Through the turn, the car will have settled with a certain

loading of each tire. A sudden change in that with the accelerator can also upset the available

traction on one or more tires and cause a loss of control. Controlled use of the accelerator is a

matter of depressing and releasing it in smooth motions. Don't make sudden jerks in pedal

position.

In a typical street car, applying the accelerator smoothly isn't as difficult to master as smooth

braking. Once a car is moving fairly fast, most street cars just don't have enough horsepower to

really cause trouble under most acceleration circumstances. Even the factory exotics and highly

modified street cars rarely have more than 400 horsepower, and in a car weighing 2500 to 3200

pounds, that just isn't an overabundance of power to learn to control. The typical professional

open wheel cars weigh 1500-1800 lbs, and have 700-900 horsepower. That's about 5x the

power to weight ratio of your typical street sports car.

Nevertheless, whether its relatively easy to control or not, the introduction of 5 hp too much at

the right point, and you may as well have an extra 900. Coming out of a turn, as soon as the car

begins to straighten out, gradually apply more power the straighter the car gets. Use smooth

consistent pedal pressure--indecisive on and off stabs will end up being slower than a smoothincrease.



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Because most street cars aren't overly sensitive to rough throttle control (although there are

definately some exceptions), it's easy to develop bad habits with the accelerator. Even though

you may not have to be ultrasmooth to maintain control, having the discipline to develop smooth

control will still improve lap times, and should you have the opportunity to drive a higher

horsepower car, you'll have the skills to keep the car pointed in the right direction.

Cornering

In the end, road racing comes down to cornering. Assuming equal cars, the driverable to sustain the highest speeds through the turns will have the lowest lap times.

To get terminology cleared up first, every corner is made of three parts. We'll call them the

entry, the apex, and the exit. The entry is where turning begins. The apex is the point where the

car reaches the furthest point on the inside of the turn. The exit is where the car is driving

straight again.

The objective in driving through a corner, or a series of corners, is to have the fastest possiblespeed at the exit of corner, or the last corner of a series. It is not necessarily to have the fastest

speed going into the corner, nor even the fastest speed in the middle of the corner. The last

corner exit before a straight is the most important segment. The speed of the exit determines

the speed during and at the end of the straight. If you can increase the average speed of an

entire straight, that will have greater impact that a faster average over the shorter distance of

the entry to the turn, or through the turn itself.

The path, or "line" you drive through a corner will determine the exit speed. In general, the

fastest line through a corner is the one that allows the greatest radius, or straightest path. As a

car can go faster around a large corner than it can around a tight corner, the shortest path

around a corner is rarely the fastest.

To illustrate these concepts so far, the classic teaching aid is to look at a 90-degree bend. In theillustration below, the dotted line follows the path of the road. The solid line indicates a path

which maximizes the radius of the turn, or attempts to make the turn as straight as possible. As


Braking and acceleration into and out of a

typical corner. Click for a larger version to

see how the pedal pressure should vary

during the course of cornering


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you can see there is significant difference in the tightness of the turn which follows the even the

outside of the road compared to one the which utilizes the whole width of the road surface.

As mentioned, the objective in any

corner is to have the highest exit

speed. In addition to increasing the

corner radius, this also involves

taking a line which allows the earliest

possible point of getting back into

the throttle. To do this, the car must

be straightening back out on the

corner exit path as early as possible.

We can modify the above corner line

further to allow this.

The illustration below now shows the

previously noted large radius path in

the dotted line. The solid colored line

shows a path known as the "late

apex." This path moves forward the

point at which the car reaches the

corner apex. The late apex

straightens out the exit path of the

car, and therefore allows the driver to apply the accelerator earlier. This increases the exit

speed, and in effect lengthens the straight which allows for higher speed at the end of the

straight.

While the geometric racing line isfaster than the natural line of the

road, there is still a faster technique

for most corners. The technique is

called using a late apex. By delaying

the turn-in point, and beginning the

turn with a slightly sharper bend, the

car can be aimed to apex later than

the geometric apex point. This

straightens out the second part of

the turn, allowing the driver to apply

the accelerator earlier. The car will

have to slow down a little more at

the turn in phase, but exit speed willbe higher. That exit speed gives the

driver that much more speed on the

straight which will result in lower lap

times overall.

This approach works for corners

which require hard accelerating cornering out of them, which will be most of them. However,

there are many types of corners, and combinations of corners which require some analysis to

understand the best approach. Along the right are small figures of corner examples. Click each

one to for a larger view and some instructional comments.



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Approach the corner on the edge of the race track to maximize the potential radius. The turn in point for this corner is about one

full car length past the brake marker you see in front of the car. By this point, braking should be almost complete and the driver

will be easing smoothly off the brakes.

Midway between the turn-in and the apex. Here the driver maintains a constantspeed. Using a late apex line, about another two car lengths into the turn from this

photo, the driver will begin to accelerate.

The apex of this corner is slightly late

as is the case with most simple corners on

the track. The apex is marked by the point the car reaches in inside most position on

the track. At this point the driver is almost full on the gas. (Note the second car is very

wide, and is not likely to touch the curb marker without slowing down significantly).

Coming off the apex, the car is now headed for the opposite side of the track. By this

point the driver should be at full throttle.

The corner exit should be take as wide as

possible. If the corner markers are flat enough, and not excessively slippery, use them

as part of the track. However, be careful with tall curbs, they can suck the car up and

over them very quickly.

Complex Corner Sets

Not all corners can be taken on the classical racing line. Sets of corners sometimes require a

different approach to maximize the exit speed of the last corner. For each illustration below, a

track segment will be shown, the fastest line indicated, and some possible lines you might be

tempted to believe are better.

Cornering Examples



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Fast Line -- the objective in this turn set is to maximize the exit speed coming out of the hairpin. The

straight after the hairpin is longer than the one leading into it after turn 1, therefore maximizing speed

coming out of turn 3 is more important than maximizing speed heading into turn 2.

To do this, the driver must drive a line which allows the earliest acceleration point. Planning the line by

working the corners in reverse (because the highest priority one is the last one), the driver would want to

late apex the entry to the hairpin to allow early acceleration out of it (show by the green arrow). To carry the

highest speed possible into that late apex, the line to the apex must have as large a radius as possible (the

radius prior to the green arrow). To accomplish a large radius entry into the hairpin, the left hand bend of

turn 2 must be entered with a very late apex, allowing the car to travel the far left side of the track through

turn 2, then into a wide radius late apex for the hairpin.

This line creates a very short straight through turn 2 into turn 3. Depending on the speed of the car coming

out of turn 1, the braking line through turn 2 is likely to be too short. Additionally, because of the sharpness

of the hairpin, it will be easy to create understeer entering the turn from either too sharp a turn-in or not

easing off the brakes smooth enough. This is a very tight corner set and a common mistake will be to brake

very hard through the short straight in turn 2, jump off the brakes quickly for the turn-in to the hairpin, andsharply turn the wheel. This will create a lot of understeer, and slow the car significantly.

To maximize the speed through the hairpin, it will be important to come off the brakes smoothly, and have a

smooth turn in. To set up for this, most braking may have to be done before the turn-in to turn 2, the trail

braking through the turn-in, and easing up through the apex of turn 2. Entering the short little straight of

turn 2 a little too slow is not going to cost as much time as entering it too fast, understeering and going wide

through the hairpin, and delaying the point of getting back onto the gas. Such a mistake will cost several

MPH of top speed down the following straight.

Slow Line -- this line might be your first instinct. It carries higher speed into the corner set by taking a

straight path between the two bends of turns 2 and 3. This reduces the initial turn-in, and delays the braking

point. It will feel much faster heading into the turns, and that segment will indeed be faster than the fast line

alternative shown.

However, that fast entry line causes an early apex on the right hand bend heading into the hairpin. An early

apex pushes the car to the outside of the track early to carry speed through the initial part of the corner.

After that, a very tight turn after apexing is required to stay on the track. Compared to a late apex for the

second bend, this requires a slower speed throughthe hairpin, and delays the point where you can get back

on the gas. This line is faster for a short distance through turn 2, but is much slower along the entire straight

after turn 3.



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The turn-in point to the corner set. You can see in this

photo how a straight line between the left bend and right

turn would be possible. However, the turn-in must be

delayed, and the area of the left bend used to make theright turn as large a radius as possible.

By using a very late apex, and staying to the left of the

track, the second corner can be taken with a large radius.

This carries more speed through the second corner.

Upon approach to the late apex of the second corner, the

driver will increasingly apply the accelerator as the road

itself unwinds towards the following straight.


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Fast Line -- the objective in this turn set is to maximize the exit speed coming out of turn 3. Turn 4 can be

taken flat out, so the exit speed coming out of 3 sets the speed through turn 4 and the following lengthy

straight. Setting up this series of corners begins with the turn-in to turn 1. Unlike the "normal" racing line,

turn 1 is taken with a very late apex to allow the car to stay on the far right side of the track after the turn.

This positions the car to take turn 2 in a similar manner with a very late apex keeping the car on the far left

side of the track. This finally places the car in the correct position to take turn 3 with a typical racing line.

Not only can turn 3 be taken with a typical line, but using this line allows acceleration towards turn 4 to start

before turn 3.

This is a classic example of the need to "sacrifice" the highest possible speed in turns 1 and 2 in order tomaximize the speed of turn 3 which is more important. Some people do not agree with the term "sacrifice,"

and would rather call this corner prioritization, or proper "setting up" of turn 3. No matter what you call it,

you must analyze corner sets like this to recognize that the fast line is the correct way, and that you must

temper you instinct to blast through 1 and 2 as in the "slow" line diagram which puts the car in the

completely wrong position for turn 3, and delays the point at which the driver is accelerating for turn 4.

Slow Line -- this line might be your first instinct. It carries higher speed into the corner set by taking a

normal racing line through turn 1, but immediately forces a scramble through turns 2 and 3 which severely

slows the car's speed through turn 4.


The approaching straight looking at the turn-in to

turn 1


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Just prior to the turn-in to turn 1

The exit of turn 1. Note the car is positioned to stay at the right side

of the track.

The turn-in to turn 2. Note the very late turn-in to have a very late apex.

Exiting turn 2 with a very late apex keeps the car on the left of the track for

this set-up to turn 3 which is at the crest of a small hill.

The exit of turn 3 at the top of the hill provides a view of the exit point at

the far left of the track, and a view of turn 4.


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Visual Field

One of the first things you were probably taught when learning to drive, was the simple principleof "look where you want to go." You were told, "don't look at on coming traffic, look at the cars inyour lane in front of you." "Don't stare at the dividing lines, look at the road between them.""Don't look at the wall beside you, look at the lane in front of you." All sound, practical advice,

and the same goes for racing.

If you've played, or even watched, just about any sport, you'll notice that the player is constantly looking forward,

and not at what he's doing. In basketball, soccer, or hockey a player does not watch himself handle the ball or puck.

Rather, he looks down the playing field at where he wants to go or pass. The players field of vision is not the few

feet in front of him, but the whole field before him and beside him. The more of the field area the player can see

and keep track of, the greater are his abilities to avoid opponents, plan a path through the field, and anticipate the

movements of others.

The distance and amount of territory the player can keep track of is called his visual field. This requires the

combination of two distinct skills. First, the player must look farther ahead than his immediate surroundings. He has

to look where he wants to be, not where he is. Second, even though the human eye has a narrow field of focus

(only a small portion of what the eye sees is in focus), the player must be able to distinguish activities in those

areas that are not currently in focus.

These skills are critical to race driving as well. It should be apparent how they would apply to road full of cars

driving for position, but they are equally important for a single car to navigate an empty track at maximum possible

speed.

There is a tendency by inexperienced drivers to focus with a tunnel vision right in front of the car. It's a natural

reaction. The amount of information the driver is thinking about can be overwhelming, and it is easy to become

visually fixated on what is happening right in front of the car. Looking farther ahead requires taking in even more

input. At first, it can be very difficult, but as the driver develops shifting, braking, and traction sampling skills into

second nature habits, he can spend more conscious time expanding his visual field. An every day example of

these skills at work can be drawn from the scenario of trying to walk faster than everyone else through a crowded

sidewalk. Think of how you do this. Whether you're conscious of it or not, your brain tries to anticipate the

movements of those in front of you. By gauging the rhythm and timing of your speed along with the speed and

position of others on the sidewalk, your brain calculates when and where "openings" should appear that you can

walk through. In order to make these calculations in time to be useful, you must look a certain distance ahead of

where you are. The faster you want to go, the farther ahead you need to look. If you were to look at the ground, or

only a couple feet in front of you, you would frequently bump into people. You achieve a certain level of fluidmovement through the crowd by looking ahead and anticipating your environments changing conditions, while

keeping tabs on your immediate surroundings through peripheral vision. Your body responds automatically by

adjusting speed, and your side to side position as you dodge the people around you.

This same technique applies to driving on the track. A driver cannot be focused on where he is on the track. He has

to be focused on where he wants to be next on the track. To drive the smoothest and fastest line through a corner,

or a series of corners, your brain must get input from far enough down the track to calculate the smoothest lines,

and anticipate the amount of steering and pedal input to use.

Driving through a corner consists of four phases, and requires that the driver be looking ahead at least one, if not

two, phases at a time. The first phase is the braking zone before the turn. The second is the turn-in, the third is the

apex, and the fourth is the exit. If the driver is focused only on the current phase where the car is, he will not be

driving smoothly or as fast as is possible through the corner. Each phase will seem like a surprise and will be driven

as a jerky sequence of four lines rather than as one fluid path.

To describe the use of an expanded visual field through the corner sequence, we'll describe a typical turn after a

long straight. As you approach a corner, your focal point will be the braking reference point. A few car lengths

before you reach the braking point, your eyes must focus on the turn-in point. From your peripheral vision, you will

notice the braking reference point and apply the brakes. Your eyes are still focused on the turn-in point, and as you

approach and get within a few car lengths, your eyes must now look to the corner apex. Keeping the eyes focused

on the apex reference point, use your peripheral vision to notice the turn-in reference point and begin the turn-in.

Now, as you are approaching the apex, stay focused on the reference point until a few car lengths away, where you

will once again shift focus to the next point which is the exit reference point. You will drive through the apex looking

at the exit point, not the apex marker. As you approach the exit point, your focus should now shift to looking down

the straight, and you will use your peripheral vision again to drive out to the actual exit point as you reach it.

In some situations such as tight chicanes or esses, you may need to be looking through several corner reference

points, and driving through them almost entirely with your peripheral vision.

Using your peripheral vision while also focusing in the center of your vision takes some practice--especially at the

speeds involved of race driving. If you have already been track driving for a while, at first, this technique may slow



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you down due to the uncertainty of using your peripheral vision. However, once you get used to it, you will notice

that you'll hit your reference points more consistently, and you'll carry a couple more miles per hour through turns

you thought you were already maxing out. Developing these skills can takes a few weekends on the track. However,

stick to it. Develop the skill first, then bring up your speed. In the end you'll go much faster.

To practice looking ahead, make sure that you are looking through the center of the height of the front windshield.

Several school instructors will even suggest that you put a thin tape line on the windshield as a reminder to be

looking above it farther down the track until you fully develop this as a habit. These skills can also be practicedduring street driving. Around street corners or on windy roads, practice keeping your focal point well ahead of

where you are driving, and "seeing" with your peripheral vision.

1. As you approach the braking zone and turn-in point, focus on the turn-in referencepoint.

2. A few car lengths from the turn-in point,shift your focus to the corner apex. Useyour peripheral vision to keep track of theturn-in point and initiate your turn.

3. As you approach the apex, shift your focusto the corner exit point. Drive through theapex using your peripheral vision.

4. Finally, as you near the corner exit point,

change your focus to look down thestraight or the next turn if it is close.


In this photo, note that the driver is looking through the sidewindow at the apex marker, and not immediately in front ofthe car.

In this photo, note the position of the driver's head inrelation to the car's position. The car is not yetreached the apex, but the driver i s looking past theapex marker to the corner exit point of the turn. Also,you can see a shadow of another car in front of thisone. Still, the driver of the black car is not looking atthe car in front of him, but rather at the point on thetrack he wants to be at.


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Reference Points

In the cornering article, we discussed the three phases of the turn. We also discussed that thereis an optimium line through every corner. For consistency, the driver will need a set of fixedreference points to mark the phases of the corner, so the line can be driven identically every lap.

Upon approaching a corner, the driver needs a fixed point to use as a reference for starting the turn-in. Guessingeach time or "going by the feel" will guarantee that the driver will turn in too soon sometimes, and too late other

times. Inconsistent and slower than perfect lap times will result, and give a more consistent competitor an

advantage. To prevent this, in the practice sessions the driver must quickly determine the correct starting point for

the turn-in and find a permanent visual landmark to use for reference.

Next, is the apex point. This is the target point that the inside tire of the car should touch as it reaches the

maximum inside point of the driving line. Again, without a fixed point to target, inconsistency and slower times will

result.

Last, is the exit point. This is the target point after the apex that the car tracks out to on the opposite side of the

track and is completely pointed straight again, or is otherwise pointed properly for the next corner.

In each case, the reference point should be a permanent land mark. A tire skid on the track is no good. Other skids

later on could obscure the original one. Likewise, a particular rock, weed, or grass tuft on the side may bequestionable if they are in danger of being driven over if a car goes off course. You should look for unique features

in the road itself if possible.

Some tracks have permanent signs in the braking zones, or have bump markers such as those that separate lanes

on the highway. You might start braking exactly at one of the markers, or a car length before or after.

At the corner apex, most permanent road course tracks will have the white or red & white cement corner markers.

When you find the right apex point, note whether it is half way, three-quarters, or wherever, and aim for that spot

each time.

The corner exit reference point can be the toughest to find. Many tracks have exit markers just like the apex which

can be used, but not all. You may have to search for other fixed landmarks off the track that the car exit path lines

up with such as telephone poles, trees, or signs.

What about a reference point for the start of braking? There is some debate about this. Some people suggest that

there should not be a reference point for the start of braking. The argument is that the turn-in point is the focus,

and the driver must learn to sense when to start the braking to achieve the proper speed at the turn-in point. It is

assumed that some laps will be faster than others because traffic is involved, and with all these variables, the focus

must be placed on the turn-in point, not in looking for the braking point which may be to soon for slower speeds.

This is a valid theory.

Nevertheless, one of the key attributes of skilled driving is consistency, and one of the keys to consistency is

reference points. In practice, qualifying, or time trialing, a braking reference point is just as effective for marking

the capabilities of the car's performance (for braking) as is the turn-in point (for corner entry grip), and acceleration

point (for corner exit grip).

An example of where a braking reference point is a must, is a blind corner. A corner at the top of, or just below, the

crest of a hill will not be visible to the driver during braking.

The debate of whether there is or should be a reference point for braking is largely semantics. Physiologically, your

mind and body needs some reference to know when to start braking, and how to make that action consistent. For

braking, the term "reference point" itself describes the purpose. It is a point of reference, and will not be so much a

"target" as it is for the turn-in, apex, and exit points. If the driver is at maximum speed before the turn, he's going

to need to know when to start braking. If another lap is slower, he'll know he can start braking a little later.

Regardless of how it is used and whether you call it a "reference point" or not, having a point or reference for the

maximum braking performance of the car for each turn avoids guessing.

Passing

Most club racing of the hot lapping or time trialing variety will not allow passing in corners.Autocrossing doesn't involve passing at all. However, should you venture into racing which

involves passing, or you get in a situation where passing in a corner is inevitable, here's somethings to know.



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Passing is typically achieved under three circumstances: you utilize your car's greater horsepower or momentum

exiting a corner to pass on a straight, you pass under braking by controlling the preferred driving line entering a

corner, or you take advantage of your opponent's mistakes.

First rule - it is the responsibility of the driver initiating the pass to ensure that it is done safely. Where you pass,

and how you pass must be done in a manner that your "opponent" is aware of.

Second rule - blocking is illegal. Swerving, whether it's six inches or six feet, to keep another car from getting

beside you is blocking. Most organizations will allow you one move to protect your position. Repeated left-right

moves is blocking.

Third Rule - if another driver has legitimately placed his car beside yours, leave room for the other car to carry a

line through the corner. You don't necessarily have to give him the optimum line, but cutting a car off that results in

forcing it off course is poor racing, and if the officials see it as deliberate, you're subject to penalty. Racing is not a

roller derby. Eliminating your competition is not one of the objectives.

Passing under braking or on a straight close to a corner requires a little more planning than a simple pass on in the

middle of a long straight. The object of passing in the braking zone is to control the inside line to the upcoming

corner. By placing your car between the other car and the corner apex, the other car must yield to give you room to

continue your driving line through the corner. In this manner you have essentially "controlled" the preferred line

into the corner.

The potential downside to making this move is that your car will not be taking the turn on the optimum line. You

may control the corner entry, but if you have to slow down too much, or make too early an apex, the car you've

just passed may carry more speed or a better exit line, and pass you right back coming out of the corner.

During practice sessions, you will need to not only practice the optimum racing line for fast laps when you're clear of

traffic, but you will want to practice some passing lines. Move in from the edge of the track where you'd normally

drive, brake a little farther and turn in a little later. Practice taking a line that puts your car in the middle of track

coming out of the corner, or a least far enough over from the edge so as not to leave enough room to be passed on

the exit. (Hogging the road so there's not enough room to pass, but still avoiding the swerving, is not blocking). By

practicing these passing driving lines, you'll be ready to use them, and there's less chance that you'll cause an

accident when attempting a pass.

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Driving Techniques